Highway-crossing protection



. Sept. 11, 1923. j 1,467,303

H. BEZER HIGHWAY CROSSING PROTECTION Fiied Aug. 28, 1918 4 Sheets-Sheet 1 fl I JuvxJ G IN VENTOR Sept. 11,1923.

H. BEZER HIGHWAY CROSSING PROTECTION INVENTOR Sept. 11, 1923. 1,467,303-

H. BEZER I HIGHWAY CROS S ING PROTECTION INVENTOR Q WW M Sept. 11, 1923. 1,467,303

, v, H. BEZER HIGHWAY GROS S ING PROTECTION Filed Aug. 28, 1918 4 Sheets-Sheet 4 Patented Sept. 11, 1923.

UNITED STATES HENRY IBEZER, OF ARLINGTON, NEW JERSEY.

HIGHWAY-CROSSING PROTECTION.

Application filed August 28, 1918. Serial No. 251,861.

To all whom it may concern: I

Be it known that I, HENRY BEZER, a subject of the Crown of Great Britain, and a resident of Arlington, county of Hudson, State of New Jersey, have invented certain new and useful Improvements in Highway- Crossing Protection, of which the'following is a specification, reference being had to the accompanying drawings.

This invention relates to signaling, and more especially to that type of signal known as a highway, crossing signal; and has, for its principal objects, certainty of operation, reliability of operation, simplicity of construction, signal indications which the users of the highway will readily understand, and the same signal for night as for day.

The signal, suitably located at the crossing of a highway, gives warning to those on the highway whether or not it is safe to go over' the highway crossing. When not safe warning is given by a prominent sign Stop and a gong is sounded, when safe the sign Go is given. These signs are electrically controlled.

The sign Stop is given by force of gravity, the sign Go by generated power.

I will now particularly describe the circuits and apparatus illustrated by the accompanying drawings and embodying my invention, and will thereinafter point out my invention in claims. y

Fig. 1 shows a front and end elevation of the signal.

Figs. 2 and 2* show the signal circuits for a double track railway in diagrammatic form. v

Fig. 3 is a front elevation'of the casing containing the signs Stop and Go. To more plainly show the parts within the casing the letters of the signs are outlined, but it will be understood that the letters are preferably white with a black background as shown in Fig. 4 is an end elevation of the cas ng and signs. I

Fig. 5 is a plan view embracin all the mechanisms and casings therefor. he cover for the box 11, containing the motor, gears, etc., is not shown; and the top of the casing 13 containing the signal actuating, mecha- Vv secured to and projectin 11 Thus the clutch-lever has a stationary nism is shown sufliciently cut awayto expose the mechanisms and electrical connections.

Fig. 6 is an elevation for clearer illustration of the mechanism for sounding the gon Flgs. 7, 8 and 9 are elevations for clearer illustration of the mechanism which actuates the signal.

In the construction of the Si al and apparatus a rotary electric motor li i (see Figs. 5, 7 and 9)v is shown as the driving means whereby the mechanism isactuated. The motor is mounted on a headed bar m. The head 30 of the bar m is secured to the box 11, the threaded end of the bar m engages a part projecting from and solid with the easing of the motor. Screws 0, p, engage the .sides of the motor and are adjusted to perfectly gear pinion P with "the wheel F, as shown in Figs. 5, 7. There is access to the brush holder 17 on the left hand side of the motor, and by withdrawing the screw p only the motor can be swun over for access to the other brush holder. s shown in Figs. 5, 7, the motor is connected by reducing gears to the actuating shaft J, this reducing gear comprisinga pinion P fixed on the motor shaft meshing with an intermediate ear F fixed on the shaft 10, and a pinion fixed on the shaft 10 meshing with a gear H fixed on the shaft J.

The shaft J is suitably mounted on bearings in the casing 11. The intermediate shaft 10 is mounted between centres fixed in the casing 11, the center 14 being ad'ustable. To a stud on an actuating arm secured to the shaft J is'pivotally connected one end of a connecting rod 0, the other end of which is pivotally connected to the cross lever A. This end of the rod 0 is slightly slotted, the purpose of which will be herein- 7 1 the connecting rod 0, is pivotally connected at the other end to the actuatin rod. A and is fulcrumed upon the clutc lever L being pivoted by the pivot 13 at the upper end of such clutch-lever, and the clutchlever is pivotally mounted upon a pin S from the casing frame I pullin pivotal point while the pivot or fulcrum for the cross-lever A is carried by the clutchlever L and movable thereon. The clutchlever has secured at its lower end the armature 12 of the holding clutch electro-magnet C. The pivot or fulcrum of the cross lever A is in proximity to the stationary pivotal center of the clutch-lever L, while the clutcharmature 12 is at a considerable distance from the pivotal center of the clutch-lever, thereby giving a great advantage of leverage to the pull of the clutch electro-magnet. Further, the direction of the downward thrust or resistance of the actuating rod A is only slightly oblique to the center line of the clutch-lever pivot and cross-lever pivot. In consequence of this construction a comparatively small magnetic attraction of the holding clutch magnet C will hold the clutch locked against a considerable resistance to upward movement of the actuating rod A In the event however of de-energization of the clutch-magnet C, the weight of the upon the lever AA and therefore upon t e rod A and cross lever A will move the clutch armature 12 away from its magnet C and the movable pivot or fulcrulnof the cross-lever A downwardly, independently of the main or actuating shaft J, so as to permit the indicating means to go to danger by force of gravity. Further, when the shaft J and arm N thereon force the connecting rod 0 and the cross-lever A to the position shown in Fig. 8 the clutch armature 12-is brought to the clutch magnet C, and if the magnet is energized the armature is held by the magnet a ainst downward movement of the arm and connecting rod 0, and consequently against upward movement by means of the crosslever A of the connecting rod A, the lever AA, and the frame I to which is attached the signal indications. It will be noted that the casing 11 is bolted to the casing 13 and that the back of the casing 13 allows the parts to which stress is imparted to be secured to the casing 11 only. A portion of the bearin for the shaft J is of suflicient diameter or the bearing to be secured to the casing 11 with 3 screws, likewise the head of the bar m. There is also clearance for the stud S, which is the pivot for the clutch-lever L, allowing the stud to be bolted to the casing 11 only. Also a clearance hole for the motor wires through both casings. Each end of the casing 11, measured from the bottom of the casing to within half an inch of the top, is of a thickness and width that when faced the following parts can be suitably and accurately secured thereto. At that end of the box which is bolted to a corresponding faced portion of the back of the casing 13 a. bearing for the shaft 3, a center for the shaft 10, the head of the bar m, and the stud S for the clutch-lever L.

memos At the other end of the casing lithe opposite bearing for the shaft J, the opposite center for the shaft 10, the bearing Y for a shaft to one end of which is pinned the lever R to the other end the gong hammer U, 7

also the stud for the gong W.

The casing 13 is bolted as shown to the wedge shaped casing 24. The lid of the casing 24 is curtained to surround and be sufficiently below the top of the sides and 7 ends of the casing to prevent inroad of snow or rain, as neither would run up the inner wall of the curtain.

The casting which is the base of the casing 24 has a continuous rib 25 just within 80 the sides and ends of the casing, and high enough to enclose a soft mat upon which the frame I drops. This rib is also a rain protector for the mat and the frame I, as

water would not run up the outer wall of $5 ciently projecting therefrom to receive the loosely fitting window.

It will suflice to describe the framing and window for one side only. The width of the top and sides of the framing is half an inch. Secured thereto is an outer framing -27. This is one inch wide. The opening in the s'ideof the casing provides that when the window is slid upwards into required position there is half an inch of window extending beyond the top, sides, and bottom of the said opening. The window is further 7 kept in place by a removable bar 28 supported by the turned in ends of the framing 27 as shown inFigs. 3, 4. Water streaming down upon or beating against the window would not run up the glass which extends beyond and surrounds the opening in the side of the casing 24. The bar 28 is not thick enough to be a ledge or projection upon which snow could build up to obscure the window, snow has an uninterrupted fall to earth. The lantern 16, (shown in Fig. 1), is of a type commonly used in railway signaling.

It has a g oil fed wick and an oil well with suflicient oil to make it a 5 day lantern. Each side of the lantern has a red, or other colored bulls eye 32, to give warning at night of approach to the crossing.

This sign is visible from a distance but when at near approach; to the crossing the traveller would be guided by the illuminated lettered sign indication. The front eye of the lantern is preferably white, has a suitable refiector and is within the aperture Z hidden for each approach 90 i may iFn the broad end of the casing 24 shown in s shown in Fig. 1 but not in Fig. 4 the broad end of the casing 24 is cast with a stand 33 for the lantern. To this is fastened a 2 inch width of angle iron, and secured thereto by a sufiiciently loose'bolt or rivet 34. is one end of a flat spring Q. The curled end of the spring bears a ainst the back of the lantern forcing the front face of the lantern against the metal surrounding the aperture Z in the broad end of the casin 24.

This prevents inroad of snow orrain. By pulling upon the s ring Q at its curled end it turns upon the s aok bolt or rivet and is out of the way for removal and replacement of the lantern.

A two chambered balanced movable wedge shaped frame I is shown in Figs. 3, 4, 5. Si s Stop and G0 are formed on a sheet of thin white celluloid by the surface outside of the letters being painted black, thereby providin a black background with white letters. The sign Sto encloses each side of the upper chamber 0 the frame I, the si Go each side of the lower chamber, there y indicating the traflic conditions for each highway approach to the crossing. a The letters show white by day and are illuminated at night by the beams from the white eye of the lantern 16 which, as before described, is within the aperture Z. It will be seen that the respective signs'are brought into line with the li ht, Stop by force of gravity, Go by force of enerated ower. In addition to the signs%top and o, to give warning by day of approach to the crossing I provide a fixed sign 15, (see Figul), which can be of any preferred design. This sign is visible from a distance.

As before described the side bulls eye of the lantern gives similar warning at'night.

The lettered signs are legible by night and by day at near a p reach to the crossing.

It may be that t is combination of signals induce motorists to slow down when approaching a crossing.

The signs are at an angle to the line of the light suflicient to ensure equal illumination of all the letters. The light is reflected from the top, bottom, and narrow end of the respective chambers, which surfaces are painted with white enamel paint. a

The gong W, shown in Figs. 1, 5, 6, 8, is

' sounded by power of the motor M, which by at contact 7 the followin it strainupon the spring V. With the passing of a tooth the spring V strains u on the lever R conveyin movement to the ell hammer U and sour! ing the gong W. The spring V can be adjusted by the screw X to produce rebounding blows and thereb a pleasant sounding gong. The bearing 1 is screwed to the casing-11, that part of the shaft for.the lever R and the lever B which is within the casin 11 is protected from rain or snow by the lid for the casin Acollar Y is solid with and f brmed upon the bearing Y, similarly protecting that part of the shaft and thehammer U which is within the gong W, as water would not run up the wall of the collar Y By this formation of the bearing Y the gong can be exposed and give an unmmflied sound.

I will now describe the operation of the signal mechanism in the giving of the various indications and circuits therefor.

A closed track circuit is most commonl employed as a means for controlling a rai way h1ghwaycrossing signal. Such a circuit igs. 2 and 2 for a double track the track relay '1. The battery, the rails,

and the relay together form the well known closed track circuit. The track circuit for approach to the crossing b the other track is not described as it is in a l respects similar to that for rails 6,=7. Fig. 2 shows a train 19 just within the block or trackway section for the rails 6, 7 and by bridging the said rails causes in the well-known manner the de-energization of the relay T and consequent drop ofits armature, thereby opening circuit for the clutch coils C, which was 0 osed prior to the entry of the train as shown in Fig. 2. From battery 13 by wire 3, motor M, wire 2, con-- tact g in relay T, thence by wire 8 to contact f, thence by wire 4, coils C, wire 5 back I to battery 13. The coils C being de-energized bythe opening of contact fin relay T, (as shown in Fig. 2), the signal can go to danger and dis lay the sign Stop by force of gravity; an as shown in Figs. 1, 3'. 4. the signs G0 are hidden.

Then the actuating mechanism would be -in positions shown in Fig. 7, owing to the downward thrustcaused by the weight of the frame I, the lever AA, the rod'A and the lever A bearing upon the fulcrum for the lever A upon the clutchlever L, causing upward movement of the lever L and the armature 12 away from the clutch magnet C. As the circuit closer E is no longer held clear of the closer E by the adjustable screw D in the manner shown in Fi 2 and 9, E contacts with E and the foll dwing circuit is completed for the motor M, see Fig. 2. From the battery B b wire 1, circuit closers 5 E, E wire 2, motor wire 3 back to battery B. The shaft J now revolves in direction of the arrow shown in Fig. 6..

One half revolution of the shaft J places the arm N link Q and lever A in positions shown in Fig. 8, and by the lift of the lever A the clutch lever L is moved down until the armature 12 lightly contacts with cores of the clutch coils C.

By a further half revolution of the shaft J there would be a downward movement of the lever A and an upward movement of the lever L into positions shown in Fig. 7 and these movements would continue until the train 19 was clear of the track section for rails "6, 7, and the gong W would be sounded by the revolution of the cam K fixed to the shaft J as hereinbefore described.

As the lever A is only lifted at the end to which is pivotally connected the link the stop signs are stationary and the circuit closers E, E remain closed. With the train past the crossing as shown in Fig. 2 or by any other avenue for its departure from the rails '8, 7, the battery 18 would energize the relay T and contact f would be closed. The following circuit for the clutch coils C is then completed as shown in Fig. 2*, but it will be understood that the circuit closers E, E remain closed until opened by the screw D as shown in ig. 9, and also that until then the motor is energized by battery B. From battery B by wire 1, circuit closers E, E wire 2 to contact 9 in relay T thence by wire 8 to cont-act f in relay T, thence by wire t, clutch coils C, wire 5 back to battery B will be seen that for this circuit for the coils "C the batteries B and B are in series thereby putting additional holding power in the clutch coils Q while the load is being lifted to change the signs from Stop to Go. The clutch coils C being energized when, as before described, the clutch-lever L is moved down by the revolution of the shaft J, and the armature 12 is placed to the cores of the coils C as shown in Fig. 8 the coils hold the armature and lever L. The fulcrum for the cross lever A is then rigid and by the further revolution of the shaft J the lever A is moved to the position shownin Fig. 9, the consequent pull of the rod'Al upon the lever AA, (as shown in Figure 3), raises the frame I until the sign Go appears and the sign Stop is hidden.

The motor circuit is opened at the circuit closers E, E by the screw 'D as shown in Fig. 9 and diagrammatically in Fig. 2%, the sign Go is held in the required position by the clutch coils C, and the gong is silent. By the adjustment of the screw 1!) the motor menses circuit would be opened and exhaust its momentum to bring the arm N on the shaft J on practically a dead centre, and by this means the frame l is held and Go displayed by the power of the clutch magnet u only The ho e for the pivotal connection of the link 0 with the lever A is slightly slotted in manner and extent sufiicient for the armature 12 to be against the cores of the clutch coils C before the link 0 has completed its upward thrust upon the leverA. With the actuating mechanism in positions shown in Fig. 9 the clutch coils C lose the power of the battery B, but the coils hold the armature 12 and lever L by the already described Eircuit for the battery. B only shown in As before described all movable parts are enclosed and weather proof and therefore the force of gravity can be depended upon, but some might opine that residual magnetism in the coils 0 might hold the load. in such event with the motor energized by a circuitnow to be described and the parts remaining in positions shown in Fig. 9

' owing to failure of gravity action, the thrust of the link 0 would force the lever A to positions shown in Fig. 8, and therefore forcibly produce the sign Stop. The motor would then have circuit via E, E in multiple with that to described and by which thg sign Stop was forcibly displayed. The

first half revolution of the shaft J would force display of the sign Stop, further revolution of the shaft J would include the weight or resistance of the frame l, the lever AA, the rod A, and the lever A to bear upon shows a back contact 7:. in relay '1 and a back contact L in relay T this latter contact closed because the train 19 bridges the rails 6, 7. A wire connectscontact it to contact L to which is attached the wire 1. Should there be trains to both approaches to the crossing contacts h and L would contact with the wire 1 and as owing to failure of gravity action the circuit closers E, E would be open there would be the following circuit for the motor by which as beforedescribed the sign Stop would be forcibly given. rom

' battery B by wire 1 contact 72. in relay 'l,

closed because'it has been assumed that a train is on the track section for the relay T thence by wire 2, motor M, wire 3, back to battery 15. There would be the same circuit if onl the contact it in the relay T were close but as the figure only shows a train 19 bridging the rails 6, .7, the circuit for the motor to forcibly display. the sign Stop is: From battery B by wire 1 contact L in relay 'D contact 9 in relay T wire 2, motor M, wire 3 back to battery.

It is evident that various modifications other than those shown and described may be made in the construction and arrange- -ment of the various circuits and apparatus a safety indication, actuating mechanism therefor, the bias of the indicatin means producing the danger indication an hiding the safety indication by force of gravity independently of the actuating mechanism,

the danger indication changed by the actuating mechanism to the safety indication and hiding the danger indication by force of generated power, means whereby the actuating mechanism will forcibly display the danger indication independent of the force of gravity, and means at the open end of the frame illuminating the signal indications to render the signal visible at night as by day.

2. Ina highway crossing signal, in combination: indicating means biased to indicate danger comprising a movable wedge shaped frame having an upper and lower chamber, the narrow end of the frame closed the wide end open, the sides of the chambers being of transparent material, each side of the upper chamber having a danger indication each side of the lower chamber having a safety indication, actuating mechanism therefor, a clutch controlling the movement to safety and safety in dication and including a pivoted clutchlever' co-acting with a retaining and releasingpart and a cross lever fulcrumed on the clutch lever and connected to the actuating mechanism and the signal indicating means, 'thebiased indicating means being free to swing the clutch-lever on its pivot .and display the danger indication by force of gravity independently of the actuating mechanism when the clutch-lever is released, and the actuating mechanism controlling'the clutch-lever through the crosslever to swing the clutch-lever into engaging position with the retaining and releasing part, and means whereby the actuating mechanism controls the signal indicating means through the cross-leverto force the display of the danger indication independent'of the force of gravity.

3. In a highway crossing signal, in combination: indicating means biased to indicate danger comprising a movable wedge shaped frame having an upper and lower' chamber,-each side of the upper chamber having a danger indication each side of the lower chamber having a safety indication, means for hiding the safety indication when the danger indication is given and for hiding the danger indication when the safety indication is given, means for actuating the indicating means and a' clutch controlling the movement to safety and safety indication and comprising a pivoted clutch lever and a stationary retaining.

and releasing part therefor, the means for actuating the signal being held by the clutch lever in operative condition to put the signal indicating means to safety when the clutch lever is held by the stationary part, the signal indicating means 'being free by force of gravity to swing the clutch lever away from the stationary part and go to danger independently of the actuating mechanism when the clutch lever is not held by the stationary part and the actuating means controlling the clutchlever to swing the clutch lever into engaging position relatively. to the stationary part, and means whereby the actuating means controls the signal indicating means to force the disfplay of the danger indication 4 inde endent o the force of gravity.

4. I n a highway crossing signal, in combination: indicatin means biased to indicate danger comprising a movable wedge shaped frame'having an upper and lower chamber, each side of the upper chamber having a danger indication each side of the lower chamber having a safety indication, means for hiding the safety indication. when the danger indication is given and for hiding the danger indication when the safety indication is given, means for actuatmg the indicating means, an actuatin part for the actuating mechanism, a plvoted clutch lever carrying an armature located at a distance from the pivot of the clutch lever and a clutch electromagnet co-operating with such armature, a cross-lever fulcrumed on the clutch-lever in proximity to the pivot of the clutch-lever, a connecting rod pivotally connected to the crossdever and connecting the same with the actuating part, and an actuating rod pivotally connectedto the cross lever and connecting the crosslever with the signal indicating means, with the direction of thrust caused by the weight of the signal indicating means upon the cross lever and its fulcrum on the clutch lever nearly. in line with a line drawn through the pivotal center of the clutch lever and. the pivotal center of the part carrying bination indicating means biased to indicate signal whereby said si danger comprising a movable wedge shaped frame having an upper and lower chamber, the sides of the chambers of transparent material, each side of the upper chamber having a danger indication and each side of the lower chamber havinga safety indication, actuating mechanism therefor, a clutch controllin the movement to safety and safet in ication and including a pivoted clutc -lever carrying an armature coeacting with a stationary retaining and releasing clutch electromagnet, and a cross-lever fulcrumed on the clutch-lever and connected to the actuating mechanism and the signal indicating means, the biased indicating means beingfree to swing the clutch-lever on its pivot by force of gravity and display the danger indication hiding the safety indication independently of the actuating mechanism when the clutch-lever is released, and the actuating mechanism controlling the clutch-lever through the cross-lever to swing the clutch-lever and armature into engaging position with the clutch electromagnet and if held by the magnet the actuating mechanism will operate to put the signal indicating means to safety hiding the danger indication, an electric .motor for operating the actuating mechanism, a 7 circuit for said motor, a source of current included in said circuit, a circuit controller in said circuit normally open but closed by the signal indicating means moving to indicate danger by force of gravity, a normally closed circuit for the stationary clutch electromagnet, a source of current included in said circuit, means connecting the motor to the actuating mechanism whereby operation of the motor places the clutch lever and armature to the clutch electromagnet, the actuating mechanism then in operative condition and with the clutch magnet energized continued operation of the motor moves the signal indicating means to safety, means controlled by the cross-lever for opening the circuit for the motor whereby further movement of the signal indicating means ceases and they are held in position to indicate safety by the clutch-magnet and means for controlling the circuit for the clutch-magnet.

6. In a signal, indicating means biased to indicate danger, means comprising a motor and a magnetic clutch co-operating with the al is moved to safety position and is he d by said ma etic clutch in safety position, a power supp y for the motor, a power supply for the magnetic clutch, means whereby both power supplies are connected in series to energize the magnetic clutch for the movement of the signal to safety position and means whereby the menace first power supply is discontinued from the magnetic clutch when the signal arrives at the safety position.

7. In a highway crossing signal, indicating means biased to indicate danger comprising a movable wedge shaped frame hav= ing an upper and lower chamber, the narrow end of the frame closed the wide end open, the sides of the chambers of transparent material," each side of the upper chamber having a danger indication each .side of the lower chamber having a safety indication, side stationary means allowing movement of the wedge shaped frame for display of the required indication, an opening in each said side stationary means, only the required indication visible through said openmg, a

stationary lantern located at the wide endof the wedge shaped frame whereby the indications are at an angle to the direction of the lanterns rays, the end, top and bottom of each chamber coated with white enamel paint, actuating mechanism placing the safety indication in line with the light, the danger indication placed in line with the light by force of gravity independently of the actuating mechanism and means whereby the actuating mechanism will forcibly display the danger indication independent of the force of gravity.

8. in a highway crossing signal, indicating means biased to indicate danger including a movable wedge shaped frame having an upper and lower chamber, the narrow end of the frame closed the wide end open, the sides of the chambers of transparent material, each side of the upper chamber having a danger indication each side of the lower chamber having a safety indication, a wedge shaped casing enclosing but allowing movement of the wedge shaped frame for display of the required indication, an opening in each side of the wedge shaped casing, only the required indication visible through said opening, a lantern located at the wide end of the wedge shaped casing, an aperture in said wide end for entry of the lanterns rays, whereby the indications are at an angle to the direction of the lanterns rays, the end, top and bottom of each chamber of the wedge shaped frame coated with white enamel paint, actuating mechanism placing the safety indication in line with the light the danger indication plead in line with the light by force of grayity independently of the actuating mecham m, means whereby the actuating mechanism will forcibly display the danger indication independent of the force of gravity, a

9. in a highway crossing signal, indicating means biased to indicate danger comprising a movable wedge shaped'frame having an upper and lower chamber, the ner row end of the frame closed the wide end open, the sides of the chambers being of llti transparent material, each side of the upper chamber having a danger indication each 'side of the lower chamber. having a safety indication, a wedge shaped casing enclosing but allowing movement of the wedge shaped frame for display of the required indication', an opening in each side of the wedge sha d casing, an outside window wider an longer than the o ening, rear-and front 10 framing for the win owthe front framing secured to the top and sides of the rear.-

framing and overlapping the rear framing and the window to prevent entry of snow or rain, a removable bar support for the window slightly thicker than the window 1 giving snow an uninterru ted fall toearth.

H RY, BEZER. Witnesses:

' O A. Monnnnn," ALBERT Gonna. 

